Starting



' (No Model.) 2 Sheets-Sheet 1.

T. W. HEINTZELMAN 8v C. T. NOYES.

STARTING APPLIANCE TOR GOMPOUND ENGINES'.

No. 498,650. atgn'ted May 3o, 189s.

M' mm Atty.

TESSES:

Y (No Model.) 2 sheets-sheet 2.

T. 'W.1HE1NTZBLMAN au o. T. NOYBSV. STARTING APPLIANGE FUR GOMPOUND ENGINES.

0.498,650. Patented May 30,1893.

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TAYLOR TvV. HEINTZELMAN AND CHARLES T. NOYES, OR SACRAMENTO,

CALIFORNIA.

STARTING APPLIANCE FORCOMPOUND ENGINES.

SPECIFICATION forming part of Letters Patent No. 493,650, dated May 30, 1893.

Application filed J'anuarykSl, 1893. Serial No. 460,206. (No model.)

To cir/ZZ whom t may concern:

Be it known that we, TAYLOR W. HEINTZEL- MAN and CHARLEs T. Norris, both of Sacramento, in the county of Sacramento and State of California, have invented a certain new and useful Improvement in Starting Applij ances for Compound Engines, of which improvement the following is a specification.

the steady starting of a two cylinder compound engine, by effecting the relief of receiver pressure when starting, so that the engine may, when at full stroke in either forward or backward motion, be converted into a simple engine, in which full power is exerted in both cylinders by the direct admission of steam to, and its exhaust independently from, each cylinder.

To this end, ourinvention, generally stated, consists in the combination, in a compound engine, of an auxiliary valve controlling the independent exhaust of stealn from the high pressure cylinder, and actuating mechanism connecting said valve withv the reversing gear of the engine, and effecting its 'opening in either full forward or full backward motion, and its closure in intermediate positions. The improvement claimed is hereinafter fully set forth.

In the operation of two cylinder compound locomotives, difficulty is experienced in starting steadily, especially with a heavy train-or on an up grade, such difficulty' being due partly to the inequality of the work done in the two cylinders, and partly to the accumulation of steam pressure, from any cause, in the receiver pipes, when the engine is stand-` ing, or in the act of starting a heavy load without moving sufficiently to obtain an exhaust from the low pressure side.

Our improvement enables the pressure in the receiver to be relieved when starting in either direction, and the exhaust of the two cylinders to be effected independently one of the other, thereby, in connection with an intercepting valve of any suitable and known construction, converting the engine, when starting, into a simple one, working direct steam at full stroke in both cylinders.

A furtheradvantage of our improvementis foundin the fact that it admits of the detection of defects in the working of the high Apressure side of the engine, which, under the ordinary construction, is not practicable until they become of a serious nature, the exhaust of the' high pressure cylinder not being direct to the atmosphere1 but being made through the receiver to the low pressurecylinder, an

thence to the exhaustpipe. v The object of our invention is to facilitate I In the accompanying drawings: v.Figure lis a view, partly in side elevation and partlyin section, of so much of the forward portion o f a locomotive engine having ourimprovement applied as is necessary to illustrate the same, and Fig. 2, a front view of the same with the smoke box front removed.

Our invention is herein shown as applied v in connection with a two cylinder compound locomotive engine, of the receiver type, hav-,

ing a high pressure cylinder 1 and a low pressure cylinder 2, secured to opposite lsides of a f 'saddle or bed plate 3, upon which the smoke cates with a central exhaust pipe 7, having a nozzle S at its upper end, through which the exhaust steam from the .low pressure cylinder is discharged into the stack. The engine is provided with a starting valve of any suitn able and preferred construction working in a chamber 9 in the saddle 3. Said valve not forming any part of our present invention, and being of a construction which is familiar to'those skilled in the art, will not be herein described.

In the practice of our invention we provide an auxiliaryr exhaust valve lO, which is preferably, as shown, ofV the piston type, and is fitted to slide longitudinally in a valve chest 11, secured to, and opening at one end into the receiver 5. A lateral port l2, formed in the valve chest 1l, communicates with a high pressure exhaust connection pipe 13, which roo leads from the port 12 into the main exhaust pipe '7, so that when the port 12 is uncovered or opened by the valve 10, communication is established from the receiver 5 to the exhaust pipe 7 and discharge or blast nozzle 8. The valve 10 is scoured upon a stem 1-t, which passes through a suitably packed stuffing box in the cap 15, of the valve chest 11, and is actuated to open and close the port 12,bymech anism connected with the reversing gear of the engine, as now to be described.

A short shaft 16, journaled in a bearing or bearings 17, secured to the smoke box 4, has, secured upon its opposite ends, an arm 18, exterior to the smoke box, and a shorter arm 19, within the smoke box. The arm 18 is coupled, by a rod 20, to the reverse shaft arm 21, at or near the upper end thereof, so that the shaft 16 will be rocked in its bearing, in and by the movement of the reverse shaft arm in the arc of traverse imparted to it by the reverse lever. A bell crank or elbow lever 22 is journaled in a bearing 23, on the inside of the smoke box, its upper arm being coupled, by a link 24 to the stem 14C of the valve 10, and its lower arm being coupled, by a link 2,5, to the inner arm 19 of the shaft 16.

It will be seen that, through the connections above described, the bell crank lever 23 will be rocked in its bearing, and longitudinal movement will be imparted to the valve 10, coincidently with the movement of the shaft 16 and its arms 18 and 19 by the reverse shaft arm 21. The resultant eiect of the connections described is to cause the valve 10 to open the port 12 when the reverse lever is in either full forward or full backward position, and to close said port quickly as the reverse lever is moved from either of these positions, the port remaining closedV in all other positions of the reverse lever.

As 'shown in the drawings, the reverse shaft arm isin full forward position and the port 12 is fully open. As the reverse lever is hooked back to raise the links, the end of the arm 19 is, through the connection with the reverse shaft arm, moved backwardly and downwardly, its downward movement moving the lower arm of kthe bell crank lever 22 downwardly, through the connecting link 25. The upper arm of the bell crank lever coincidently moves backward and correspondingly moves the valve 10, through the connecting link 24:, closing the port 12, and cutting off communication from the receiver to the main exhaust pipe. When the reverse lever and reverse arm are in their central position, the arms 18 and 19 are also in their central position, the lower end of the arm 19 being at the lowest position in its range of traverse, and the valve 10 is at theextremity of its backward traverse, in which position the port 12 remains closed. As the reverse lever is moved to full backing position, the lower end of `the arm 19 coincidently moves backward and upward, its upward movement moving upwardly the lower arm of the bell crank lever 22, through the lilik 25, and thereby moving the valve l0 forward, or to the right in the drawings, the valve 1() opening the port 12 when the reverse lever is in or nearly in full backward position.

It will be seen that by the application of our improvement, which'can' be effected conveniently and without substantial cost, in two cylinder compound engines of the construction now approved in service, provision is made for the relief of pressure from the receiver, and the independent exhaust of-steam from the high pressure cylinder, coincidently with, and by the operating lever which effects, the movement of the valve gear into position for operation at full stroke in either direction, and that the-same' movement which shifts the valve gear to position for operation at a point of cut off which is norinalin haul.- ing a train, coincidently closes the relief passage from the receiver and thereby 11e-establishes the exhaust of steam from the high pressure cylinder, through the receiver, to the low pressurev cylinder, as required by the conditions of operation as a'compound engine.

We claim as our invention and desire to secureby Letters .Patent- 1. In' a compound engine the combination of an` auxiliary valve controlling direct communication between the receiver and the exhaust pipe, and actuating mechanism connecting said valve with a lever operated by the engineer, substantially as set forth.

2. In a compound engine, the combination of an auxiliary valve controlling the independent exhaust of steam from the high press- IOO IIS

4. In a compound engine, the combination of an auxiliary valve controlling the independent exhaust of steam from the high pressure cylinder, a system of pivoted lever arms and'links coupled to, and adapted to impart movement in opposite directions to said valve, and a connection coupling said system to the reversing gear of the engine, substantially as set forth.

5. In a compound engine, the combination of an auxiliary valve controlling they independent exhaust of steam` from the high pressure cylinder, a system of pivoted leverarms and links coupled to, and adapted tovimpart movement in alternately opposite directions to said valve by a movement in one direction of an operating lever, and a connection coupling said system to the reversing gear of the engine, substantially as set forth.

6. In a compound engine, the combination a link to the other arm of the bell crank, and ro of an exhaust valve chest com munieating a rod coupled to another arm on the rock with the receiver and provided with a relief shaft and to a connection with the reverse leor exhaust port, a pipe leading from said ver, substantially as set forth.

5 port to the main exhaust pipe, an auxiliary TAYLOR YV. HEINTZELMAN.

valve Working in said chest and controlling CHARLES T. NOYES. said port, a bell crank or elbow lever having Witnesses: one of its arms coupled to the stern of said e C. H. DATMAN,

valve, a rock shaft having an arm coupled by l A. M. SEYMOUR. 

